WO2017171793A1 - Système pour refroidir un flux d'admission de moteur - Google Patents

Système pour refroidir un flux d'admission de moteur Download PDF

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Publication number
WO2017171793A1
WO2017171793A1 PCT/US2016/025248 US2016025248W WO2017171793A1 WO 2017171793 A1 WO2017171793 A1 WO 2017171793A1 US 2016025248 W US2016025248 W US 2016025248W WO 2017171793 A1 WO2017171793 A1 WO 2017171793A1
Authority
WO
WIPO (PCT)
Prior art keywords
compressor
turbine
intake
exhaust
fluidly coupled
Prior art date
Application number
PCT/US2016/025248
Other languages
English (en)
Inventor
Rodrigo Rodriguez Erdmenger
Jassin Marcel Fritz
Original Assignee
General Electric Company
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by General Electric Company filed Critical General Electric Company
Priority to US16/081,467 priority Critical patent/US10794266B2/en
Priority to EP16719585.8A priority patent/EP3436675A1/fr
Priority to PCT/US2016/025248 priority patent/WO2017171793A1/fr
Publication of WO2017171793A1 publication Critical patent/WO2017171793A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0481—Intake air cooling by means others than heat exchangers, e.g. by rotating drum regenerators, cooling by expansion or by electrical means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/085—Non-mechanical drives, e.g. fluid drives having variable gear ratio the fluid drive using expansion of fluids other than exhaust gases, e.g. a Rankine cycle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the field of the disclosure relates generally to internal combustion engines and, more particularly, to a system for cooling engine intake flow.
  • Miller cycle Many known internal combustion engines utilize the Miller cycle to meet emissions requirements, particularly with respect to nitrogen oxide and nitrogen dioxide emissions, and to avoid knocking at high engine loads and higher compression ratios.
  • an intake valve to a cylinder is either closed early before a piston reaches bottom dead center during the intake stroke (colloquially known as “early Miller”), or alternatively are left open during a portion of the compression stroke (colloquially known as “late Miller”). This leads to a reduction of temperature in the cylinder, and to a longer effective expansion stroke compared to an effective compression stroke.
  • a disadvantage of the Miller cycle is the reduction in volumetric efficiency of the engine.
  • a system for conditioning intake air to an internal combustion engine includes an air source, an internal combustion engine, a first turbocharger, a second turbocharger, and a third turbocharger.
  • the first turbocharger includes a first turbine and a first compressor
  • the second turbocharger includes a second turbine and a second compressor
  • the third turbocharger includes a third turbine and a third compressor.
  • the third compressor is fluidly coupled to the air source and is fluidly coupled to one of the first compressor and the second compressor.
  • the first compressor is fluidly coupled upstream of the second compressor
  • the second compressor is fluidly coupled upstream of the third turbine.
  • the third turbine is fluidly coupled upstream of the internal combustion engine.
  • a system for conditioning intake air to an internal combustion engine includes an air source, an internal combustion engine, at least one exhaust turbocharger, and an intake turbocharger.
  • the at least one exhaust turbocharger includes an exhaust turbine and an exhaust compressor.
  • the intake turbocharger includes an intake turbine and an intake compressor.
  • the intake compressor is fluidly coupled to the air source and is fluidly coupled to the exhaust compressor.
  • the exhaust compressor is fluidly coupled upstream of the intake turbine, and the intake turbine is coupled upstream of the internal combustion engine.
  • a method of cooling intake air for an internal combustion engine using an intake delivery system includes an air source, an internal combustion engine, a first turbocharger including a first turbine and a first compressor, a second turbocharger including a second turbine and a second compressor, and a third turbocharger including a third turbine and a third compressor.
  • the method includes compressing air from the air source with the third compressor, compressing air from the third compressor with the first compressor, and compressing air from the first compressor with the second compressor.
  • the method further includes expanding an airflow discharged by the second compressor with the third turbine, and directing at least a portion of an airflow discharged by the third turbine to the internal combustion engine.
  • FIG. 1 is a schematic diagram of an intake conditioning system for an internal combustion engine
  • FIG. 2 is a flow chart of an exemplary method of cooling intake air using the intake conditioning system shown in FIG. 1.
  • intake turbocharger As used herein, unless context suggests otherwise, the terms "intake turbocharger,” “intake compressor,” and/or “intake turbine” refer to a turbocharger, compressor, and/or turbine that is in fluid communication with an intake air source and not in fluid communication with an exhaust source.
  • Approximating language may be applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as “about”, “approximately”, and “substantially”, are not to be limited to the precise value specified. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value.
  • range limitations may be combined and/or interchanged, such ranges are identified and include all the sub-ranges contained therein unless context or language indicates otherwise.
  • the inlet conditioning system as described herein overcomes a number of deficiencies associated with known intake systems for internal combustion (IC) engines.
  • IC internal combustion
  • known IC engines with a fixed intake valve timing to realize a Miller cycle experience a reduction in volumetric efficiency, either because the intake valves close early before the piston reaches bottom dead center during the intake stroke (early Miller) or because the intake valves are left open during a portion of the compression stroke (late Miller).
  • an additional turbocharger to cool the engine intake flow, the intake temperature and the temperature in the cylinder can be reduced without a permanent reduction in the volumetric efficiency of the engine.
  • the resulting lower intake temperature reduces nitrogen oxide (NO x ) emissions and improves the knocking margin in spark-ignited or dual fuel engines.
  • the cooling effect by the additional turbocharger can be switched off or bypassed during cold start of dual-fuel engines or during transients for maximum charging pressure in combination with high volumetric efficiency.
  • FIG. 1 is a schematic diagram of an intake conditioning system 100 for an internal combustion (IC) engine 102.
  • Intake conditioning system 100 includes internal combustion engine 102 and two turbochargers coupled in series, specifically, a first turbocharger 110, including a first shaft 112 coupling a first compressor 114 to a first turbine 116, and a second turbocharger 120, including a second shaft 122 coupling a second compressor 124 to a second turbine 126.
  • Intake conditioning system 100 further includes a third turbocharger 130, which includes a third shaft 132 coupling a third compressor 134 to a third turbine 136.
  • Compressors 114, 124, and 134 are configured to compress intake air and include any suitable compressors including, but not limited to, a centrifugal compressor, axial compressor, or rotary screw compressor.
  • Turbine 136 is configured to expand and cool the compressed air before it enters IC engine 102.
  • Turbines 116 and 126 are configured to reuse exhaust from IC engine 102 to rotate shafts 110 and 120, respectively, to operate compressors 114 and 124, respectively.
  • Turbines 116, 126, and 136 are any suitable turbine or expander, including, but not limited to, a centrifugal turbine or an axial flow turbine, that enables intake conditioning system 100 to operate as described herein.
  • intake conditioning system includes inter-stage cooler 137 and after-cooler 138, both of which are configured to reduce the temperature of a resulting airflow from each of compressors 114 and 124, respectively.
  • Inter-stage cooler 137 and after-cooler 138 are any suitable heat exchangers that enable intake conditioning system 100 to operate as described herein.
  • First turbocharger 110 and second turbocharger 120 are configured to provide a high enough pressure ratio such that, for given intake valve timing, the required air pressure of intake air into engine 102 is achieved if third turbocharger 130 is active, i.e., not bypassed.
  • the pressure ratio of airflow 156 to ambient air 140 is within a range extending from and including about 6.0 to and including about 12.0 between the resulting airflow after compression by compressor 124 and ambient air pressure.
  • the pressure ratio of airflow 156 to ambient air 140 is any suitable pressure ratio that enables intake conditioning system 100 and engine 102 to function as described herein.
  • this configuration leads to a pressure reserve that is available once third turbocharger 130 is switched off by bypassing turbine 136 with valve 160 as well as opening valve 143 to minimize pressure losses.
  • This pressure reserve in combination with a high volumetric efficiency of the engine, provides faster ramp up and load acceptance capability of engine 102.
  • ambient air 140 also referred to herein as air source 140 feeds into intake conditioning system 100 and is directed to compressor 134 of third turbocharger 130.
  • a series of components such as an air filter, mass flow rate sensor, pressure sensor, and temperature sensor (none shown) interact with the ambient airflow 140 before ambient air 140 reaches intake conditioning system 100.
  • Compressor 134 compresses the air and directs compressed airflow 142 to compressor 114.
  • a resulting airflow 144 from compressor 134 and/or from valve 143 flows into compressor 114 of first turbocharger 110.
  • First turbocharger 110 discharges resulting compressed air 149 that encounters inter-stage cooler 137, which acts as a heat exchanger to remove heat and reduce the temperature of compressed air 149. Cooled, compressed air 151 then flows into compressor 124 of second turbocharger 120, which further compresses the air and discharges resulting compressed air 152 toward after-cooler 138.
  • the resulting pressure of the exiting air, i.e., compressed air 152 is at the nominal operation point with the maximum expansion ratio of turbine 136 significantly higher than the required manifold pressure at 162, e.g., about and including 1.2 to about and including 2 times the required manifold pressure.
  • Compressed air 152 flows into after-cooler 138, which, much like inter-stage cooler 137, acts as a heat exchanger to remove heat and reduce the temperature of compressed air 152. Cooled, compressed air 156 is discharged from after-cooler 138.
  • Dependent on valve 160, airflow 156 either bypasses turbine 136 and flows directly to engine 102, or a portion or all of flow 164 expands through turbine 136.
  • turbine 136 includes a variable turbine geometry to flexibly adjust the pressure ratio of turbine 136.
  • the bypassing or reducing the pressure ratio of turbine 136 is beneficial for fast load acceptance of engine 102 in part load, or fast ramp up from idle or part load, and for cold start of dual fuel, e.g., gas and diesel, engines.
  • only one of first turbocharger 110 and second turbocharger 120 is included.
  • inter-stage cooler 137 is not included.
  • turbochargers combine in series to compress air, similar to the series of first turbocharger 110 and second turbocharger 120.
  • one of compressors 114, 124, 134 are fully or partially mechanically driven as a supercharger by coupling to engine 102, for example by, but not limited to, mechanically coupling to a crankshaft of engine 102 (not shown) or by electrically coupling to a generator of engine 102.
  • airflow is either diverted to intake manifold 162 through airflow line 163, or is diverted to turbine 136 of turbocharger 130 by way of airflow line 164. All, some, or none of the airflow is diverted to airflow line 164 instead of airflow line 163, dependent on the desired amount of air to be cooled by expansion through turbine 136 of turbocharger 130.
  • the airflow 164 through turbine 136 rotates shaft 132, which drives compressor 134 to initially compress ambient air 140.
  • Turbine 136 expands airflow 164 and discharges it into a cooler airflow line 165.
  • Airflow 165 is then directed to intake manifold 162.
  • the temperature of the air at 156 can be reduced by turbine 136 by about 5 degrees Celsius (°C) to about 20 degrees Celsius (°C).
  • the temperature of cooled airflow 165 discharged from turbine 136 is any temperature less than airflow 164 upon entry to turbine 136. This reduction of temperature of the inlet airflow decreases NOx emissions without permanently reducing the volumetric efficiency of IC engine 102.
  • the reduction of temperature of airflow 165 reduces the tendency of IC engine 102 to experience knocking when engine 102 is a spark-ignited or a dual-fuel engine.
  • intake manifold 162 receives airflow 163, cooled airflow 165, and a third airflow line, cold recirculation line 167, from exhaust gas recirculation cooler 170.
  • At least some cylinders in engine 102 are separated for exhaust gas recirculation 177, while exhaust 172 from the remaining cylinders is directed toward turbines 116 and 126.
  • the number of cylinders in engine 102 of which exhaust line 167 separates will define the maximum exhaust gas recirculation possible under operation.
  • raw exhaust 177 expelled from some cylinders of IC engine 102 is optionally diverted to an exhaust gas recirculation system 173 including exhaust gas recirculation cooler 170, which acts as a heat exchanger to cool the flow before it is reintroduced into IC engine 102 via cold recirculation line 167 and intake manifold 162.
  • Exhaust gas recirculation valve 192 reduces the exhaust gas recirculation rate up to the total switch off of exhaust gases, in combination with valve 191, which ensures that no backflow from the intake occurs.
  • some or all of the raw exhaust from engine 102 flows along exhaust line 175 to second turbocharger 120.
  • Exhaust 175 powers second turbocharger 120 by rotating turbine 126, which rotates shaft 122 and drives compressor 124. Second turbine 126 discharges exhaust flow 182 toward first turbine 116 of first turbocharger 110.
  • a control valve 184 controls flow 185 that bypasses second turbine 126 of second turbocharger 120 to flow toward first turbine 116 of first turbocharger 1 10.
  • Resulting exhaust flow 182 either includes exhaust gas from second turbine 126, exhaust gas that is bypassing second turbine 126 via the opening of valve 184, or mixtures of both.
  • Resulting exhaust flow 182 powers first turbocharger 110 by rotating turbine 116, which rotates shaft 112 and drives compressor 114.
  • a control valve similar to control valve 184 controls a flow similar to flow 185 that is redirected bypass first turbine 116 of first turbocharger 110.
  • Exit exhaust 188 is directed to an exhaust system (not shown), which may include a temperature gauge, catalytic converter, muffler, or other downstream exhaust devices.
  • first turbocharger 110 and second turbocharger 120 are exhaust-driven turbochargers, also described herein as exhaust turbochargers, used in series, such as the configuration shown in FIG. 1. That is, first turbocharger 110 and second turbocharger 120 are powered by exhaust from IC engine 102, while first turbocharger 110 and second turbocharger 120 compress the intake air before the flow reaches IC engine 102.
  • a plurality of exhaust- driven turbochargers is used in series, including one, two (shown in FIG. 1), three or more turbochargers, similar to the configuration of first turbocharger 110 and second turbocharger 120.
  • Third turbocharger 130 is a cooling turbocharger, also described herein as a non-exhaust driven turbocharger, an intake turbocharger, or an expansion turbocharger, meaning that third turbocharger 130 does not rely on exhaust from IC engine 102 to compress air. Rather, third turbocharger 130 mildly compresses air initially, and then expands the air after compression from exhaust-driven turbochargers 110, 120 and cooling from inter-stage cooler 137 and after-cooler 138. This procedure cools the airflow while maintaining a typical pressure before entering IC engine 102.
  • a cooling turbocharger similar to third turbocharger 130 is configured to interact with the airflow at a different stage.
  • third turbocharger 130 is positioned between first turbocharger 110 and second turbocharger 120.
  • a plurality of cooling turbochargers similar to third turbocharger 130 is used.
  • airflow is generally directed to third compressor 134, then to first compressor 114, then to second compressor 124, in alternative embodiments, other configurations are used.
  • third compressor 134 is positioned in series between first compressor 114 and second compressor 124, and intake airflow is channeled to first compressor 114, then to third compressor 134, and then to second compressor 124.
  • FIG. 2 is a flow chart of an exemplary method 200 of cooling intake air using intake conditioning system 100 (shown in FIG. 1).
  • ambient air 140 is compressed 202 with third compressor 134.
  • turbine 136 is fully bypassed, the entire intake flow 140 bypasses third compressor 134 via bypass valve 143.
  • compressed airflow 142 discharged from third compressor 134 is compressed 204 by first compressor 114.
  • Airflow 149 discharged by first compressor 114 is cooled 206 by heat exchanger 137.
  • Airflow 151 discharged by first compressor 114 and cooled and discharged by heat exchanger 137 is compressed 208 by second compressor 124.
  • Airflow 152 discharged by second compressor 124 is cooled 210 by heat exchanger 138. At least a portion of airflow 152 discharged by second compressor 124 and cooled and discharged 156 by heat exchanger 138 is expanded 212 by third turbine 136. In an alternative embodiment, if turbine 136 is bypassed, ambient air 140 also bypasses compressor 134. Airflow 165 discharged by third turbine 136 is directed 214 to internal combustion engine 102. At least a portion of exhaust flow 172 from internal combustion engine 102 powers 216 first turbine 116 and second turbine 126, and first turbine 116 is fluidly coupled downstream of second turbine 126.
  • the above-described inlet conditioning system overcomes a number of deficiencies associated with known intake systems for internal combustion (IC) engines.
  • IC internal combustion
  • known IC engines with a fixed intake valve timing to realize a Miller cycle experience a reduction in volumetric efficiency, either because the intake valves close early before the piston reaches bottom dead center during the intake stroke (early Miller) or because the intake valves are left open during a portion of the compression stroke (late Miller).
  • an additional turbocharger to cool the engine intake flow, the intake temperature and the temperature in the cylinder can be reduced without a permanent reduction in the volumetric efficiency of the engine.
  • the resulting lower intake temperature reduces NOx emissions and improves the knocking margin in spark-ignited or dual-fuel engines.
  • the cooling effect by the additional turbocharger can be switched off or bypassed during cold start of dual-fuel engines or during transients for maximum charging pressure in combination with high volumetric efficiency.
  • An exemplary technical effect of the methods, systems, and apparatus described herein includes at least one of: (a) reduces temperature level in the cylinder without permanently reducing the volumetric efficiency of the IC engine; (b) the reduction in temperature decreases NO x emissions; (c) reduce the tendency of the engine to experience knocking for gas or gasoline-powered IC engines or for dual fuel IC engines; (d) improves cold start capability in dual-fuel IC engines which require lower compression ratios for dual fuel combustion with a high energy fraction provided from the burning gas relative to total fuel energy; and (e) improves transient performance if the intake turbine is bypassed to increase the manifold pressure for fast ramp up of the engines and load acceptance capability.
  • an inlet conditioning system is described above in detail.
  • the inlet conditioning system and methods of manufacturing or operating such a system and device are not limited to the specific embodiments described herein, but rather, components of systems and/or steps of the methods may be utilized independently and separately from other components and/or steps described herein.
  • the systems, apparatus, and methods may also be used in combination with each other and other types of IC engines, and are not limited to practice with only the devices, systems and methods as described herein. Rather, the exemplary embodiments can be implemented and utilized in connection with other IC engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

L'invention concerne un système comprenant une source d'air, un moteur à combustion interne, un premier turbocompresseur, un deuxième turbocompresseur et un troisième turbocompresseur. Le premier turbocompresseur comprend une première turbine et un premier compresseur, le deuxième turbocompresseur comprend une deuxième turbine et un deuxième compresseur, et le troisième turbocompresseur comprend une troisième turbine et un troisième compresseur. Le troisième compresseur est accouplé fluidiquement à la source d'air et est accouplé fluidiquement à l'un du premier compresseur et du second compresseur. Le premier compresseur est accouplé fluidiquement en amont du deuxième compresseur, et le deuxième compresseur est accouplé fluidiquement en amont de la troisième turbine. La troisième turbine est accouplée fluidiquement en amont du moteur à combustion interne.
PCT/US2016/025248 2016-03-31 2016-03-31 Système pour refroidir un flux d'admission de moteur WO2017171793A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US16/081,467 US10794266B2 (en) 2016-03-31 2016-03-31 System for cooling engine intake flow
EP16719585.8A EP3436675A1 (fr) 2016-03-31 2016-03-31 Système pour refroidir un flux d'admission de moteur
PCT/US2016/025248 WO2017171793A1 (fr) 2016-03-31 2016-03-31 Système pour refroidir un flux d'admission de moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2016/025248 WO2017171793A1 (fr) 2016-03-31 2016-03-31 Système pour refroidir un flux d'admission de moteur

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WO2017171793A1 true WO2017171793A1 (fr) 2017-10-05

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US10794266B2 (en) 2020-10-06
US20190072026A1 (en) 2019-03-07

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